Fluid-pressure brake.



VL P. A. MAGFARLANE. FLUID PRESSURE BRAKE. APPLICATION FLED JAN.14,1908. n 926,068. Patented June 22, 1909.

2 SHEETS-SEEBT l.

W. P. A. MAPARLANE. FLUID PRESSURE BRAKE.

APLIGATION TILE!) JAN.14,1908,

926,@6S Patented June 22,1909.

2 SHEETS-SHEET 2.

n 4 I ilo? f5,

WILLIAM ryA. MAcrARLANii, or onipAso,ILL1Nois.

FLUID-PRESSURE BRAICE p im. 906,068.

To all whom it 'may c'micem:

Be it `known 'that I, WILLIAM P. A.. MAC- FARLANE, a citizen of the UnitedStates, residing at Chicago, Cook county, Illinois, have invented certain new and useful Improvements in Fluid-Pressure Brakes, of which the following is a specification.

` This invention relates to a so called tri le valve device for lactuating railway bra es and the object thereof is to provide an eilicient and reliable device of this character intended more especially for properly and ciiij ciently braking the cars of long freight trains composed of more than fifty and upward of one hundred cars or so, with the result that the difficulties now encountered in braking trains of this length, particularly in the setting and releasing of the brakes, are overcome. As is well known to those skilled -in the art, in service or graduated work of the brakes, the triple valves nearest the locomotive are the first to be applied, owin to the fact that the great length of the train ine and the friction therein permits a comparatively prompt reduction of theitrain line pressure at the front end of the train and a slow reduction at the rear end or in the rear portion of the train. As a` consequence, the iront end brakes are set much sooner than the rear end brakes, so that the front end of the train will be retarded or braked, while the rearmost cars, which are not braked'or retarded will cause shock by bumping against the cars in front. So also a difficulty is presented in `the releasing of the brakes and the same cause, that is, the length and friction of the train line, presents another difliculty, inasmuch as in the release of the brakes on a long train, the train line pressure will increase or build up faster in the lfront end of the train line than in the rear end, with the result that aso called break away is caused, that is, a pulling apart of the train. It is to remedy these difficulties that I have devised the triple valve hereinafter described, which is capable of producing a quicker train line reduction throughout the entire train line in the application of the brakes and in releasing the brakes for holding the pressure in the front end brakes until the rear end brakes are releasing.

In the drawings, Figure 1 is a central vertical section of my tripe valve; Fig. 2 an eier vtitionof the end oi' the triple 'valve which is SpecificationI of Letters Patent. Application tiled January 14, 1908. Serial No. 410,783.

Patented June 22, 1909.l

clamped to the auxiliaryreservoir as usual, with a portion ofthe saine broken away; Figs. 3, 4 and 5 detail views of theniain and graduating valves showingjthe same in diterent relative positions; Fig. 6 a detail view taken through a orticn oi' the triple valve substantially on th 7 a central section of the retar ing valve or stem 17 Referring to the present embodiment of my'inventionas illustrated in the drawin s, I provide a casing 1 containingsome of tie operating parts and I also -provide a second e line 6 of Fifr. 2; and Fig.

casing 2 w ich contains other working parts and is secured in suitable manner to the body or casing 1. In addition, the structure comprises a cap 3, which is bolted or other- Wise secured to the outerside of the casing 1.

The ltrain line air enters the triple valve from I the train line at the train line connection marked T L in Fig. 1 and after passing the usual strainer 4 enters the passage 5. The air then passes back and upwardly tothe right of the check valve 6, said passage 5 turning to the left as shown in dotted -lines in Fig. 1, and connecting with a passage 7 in the cap 3 at the point marked 5a. This passage' 5 divides at a point above the check valve, one portion turning to the left as stated and the other turning to the right and connecting with a passage (shown in dotted lines) in the body 2 at a point marked 5b, as hereinafter described.

The air entering the passage 7, passing upl Wardly, enters a chamber 8, yin which reciprocates the movable abutment or piston 9 of the emergency valve .mechanisnn mechanism comprises, in addition to the piston 9, a stem 10 which passes through a' wall 1a inthe casing 1 and carries at its outer end a head 10a, whose outer or right hand face is provided with a rubber or other flexible seat 10b. This head and seat constitute the emergency valve which normally seats upon l e train line through a The emergency valve is, of c'ourscy los f valve.

oaaoes valve 28, hcreinbefore referred to, this valve is ol" the` same type as the mainvalve, inasmuch as it is a slide valve and is arranged to slide upon thc u )per sido or face of the main 'lhis valve is likewise under thc control of the main piston and the construction and arrangement is such that while it w ill move in unison with the main valse, it will have a )reliminary independent movement or travel upon the first movement of the piston 22. In other Words, the first movement of the piston 22 and its stem 22.1 will cause the graduating valve 28 to make its full independent movement to the left, and the further movement of said piston and stem will carry both valves to their full travel to the left. The object of this independent movement of the graduating valve is to control certain ports and passages through the main valve, through which train line air is y vented from the train line direct to the brake cylinder inv the service ap )lication of the brakes. The graduating valve 28 also has a p ort 28,which connects with port 24h when the graduating valve has made its full travel to thereby admit auxiliary reservoir air to the brake cylinder. The graduating valve is further provided with a cavity or recess 2Sb Vformed on its underside adjacent the main valve and adapted to connect with ports 24c and 24d in the main valve, so as to form a complete passage from passage 23 to 23C. rlhe arrangement 1s such that some train line air will be thus vented prehminarily to the movement. of the main valve and consequently before the brake cylinder is at ex haust, such vented air escaping to the atmos phere, and the train line air subsequently vented will be admitted to the brake cylinder after the exhaust from the latter is closed by the main valve.

After the piston 22 has made its fullv travel to the left by reason of the usual train line reduction for the service application of the 3 brakes and the air has vented from the auxiliary reservoir to a pressure slightly' below Ethe train line pressure, such slight preponderance of trailr line pressure Wi l move the piston 22 to the right so as to move the graduating valve to the position shown in F ig. 5, closing the passages and ports, so that no further air will be admitted l'ioni the train pipe or auxiliary reservoir to the brake cyl inder. The parts will remain in this lap position until a further train Vline reduction is made to give an increase of pressure in the brake cyhnder, or an increase of train line ressure is made to move the piston 22 to its full extent to the right and open the release passage 27 and release the brakes.

'A passage 29 shown in dotted lines in Fig. 1', extends through the casing 2, connecting at its right hand end with the auxiliary reservoir and at its left hand end with the cham- 65,r ber S'on the right hand side of the emergency piston 9. lnterposedin this passa e 29 is a check valve 30 held to its seat Wit a predetermined ressure by means of a coiled spring 3]. his valve, which is of the check valvetype, seats in a .direction toward the auxiliary reservoir, vthe pu ose of the same being to revent the fiow o air to the reservoir in re easing the brakes, and thereby enabling the operation of the piston 9. This "valve-hasn further object, in that it prevents the flow or admission of the auxiliary reservoir pressure against the right hand face of the piston 9 until ,a proper train line reduction for emergency action is made.'

In the operation of setting and releasing the brakes for ordinary or service stops, a

light train line reduction is made by the engraduating valves Will now be in the relative position shown in Fig. 4, whereupon the air Will flow from the auxiliary reservoir t0-the brake cylinder through orts 28 and 24b and assages 23", 26, 19 an 12 to the brake c l- P Y inder. At the same time, the air from the train line Will vent through passages 25, 238,.

24d, 28h, 24e, 23, 12b and 12 to the brake cylinder. It .Willbe understood vthat the carrying capacity of the route or passages from the reservoir is proportioned to vent the reservoir air to the brake cylinder faster than the train line route vents the train line air thereto, so that the train line will soon become in excess over the reservoir air, which causes will move the valves to the lap position shown in Fig. 5, in which all the ports are lapped. On a further train line reduction the same process Will occur until equalization is obtained. The local venting of the train line pressure for each triple valve affects the triple valve on the next car until the reduction quickly reaches the last car in the train.

In releasing the brakes a sudden increase in train line pressure will -cause thepower to pass from the train line into passage 7 and 120 through passage 20 into the chamberl and i.move the piston 22 to'fthe right to its full extent, opening the release ports inthe main valve. This increase 1n tram l1ne pressure will pass to the left hand side of the diaphragm 13, there being reservoir pressure on the other side thereof. However, the train line ressure preponderating,will move the dlap ragm to the right,seating the valve formed 0n the stem 17. This will cause a 130 restriction of the carrying capacity ofithe ,release passages and the release of the brake cylinder pressure Willv be prevented except for that amount of pressure that is enabled to pass through the small passage 1.7 in the stem 17. At this time the feed ports are open andytherservoir is being fed. Then the reservoir pressure is restored, such pres-y sure acting on the right hand "side of the dia,- phragm 13, Will move such diaphragm to the left and open the release passage in full.

Inasmuch as in the releasing of the brakes', the train line pressure increases or builds up slo, ly on the rear end .of long trains, the

slow increase will not move the diaphragm 13 and consequently no obstruction or restriction of the release passage Will occur and the release ot' the brakes will not be retarded in l the rear portion of long trainsbutwill be ref D leased prom tly.

1t Will only be at the front'end o thetrain or in those triples Where the train line pressure has been corisiderably increased that such brake release retardation Will take place.

1n the emergency a lication ofthe brakes caused vby sudden re uction of from eight to ten pounds in the train line pressure, the

valve Will unseat and the full reservoir pressure will; be admitted tothe right hand r side of the piston 9 and'vvill move such piston to the left, inasmuch as the train line pressure on the other side-'has been so reduced. As a result, the emergencyT valve 10 Will be unseated Y.and the train line air Will lift the valve and iiovv through passageV 11a into chamber 11, and passage 12 to the brake cylinder. 'In order to obtain emergency action properly and at the right time the pistonQ and its spring-ring are fitted loosely in the '.8 to the right of thepiston' 9.

'e hereinbefore described.

piston chamber 8 in which they travel, with the result that a reduction of `train line pressure will produce a reduction in the chamber reservoir pressure Will open. the valve 30 upon an emergency reduction' and the inrush of the reservoir air {vill move the piston 9 to the left to emergency position. The loose it of the piston prevents anemergency action upon a service' or graduated reduction. On a restoration of train line pressure the piston '9 will move to the' ijight, seating the einerl gency valv` and all the other parts Will be restored to normal position, in the manner It Will be understood, of course, that. the main valve admits y the auxiliary reservoir pressure to the brake cylinder, the'train line pressure being vented, as described,to augment the auxiliary reservoir pressure inthe brake cylinder.

l. lin a triple valve device'for actuating [railway brakes, the combination of a main v alve mechanism for controlling the admission of auxiliaryreservoir air to the brake cylinder, and a valve under the control of the i action of the brakes.

rllhe excess ol"A mainvalve mechanism for venting train line air to the brake cylinder through a direct passage from the train linel'or a service or graduated stop in both the closed and exhaust conditions of the. brake cylinder.`

2. In. a triple valve device for actuating railway brakes, the combination of a main valve mechanism for controlling the admission and exhaust of air to and from the brake cylinder, and a separate valve under thecontrol of the main valve mechanism for preliminarily venting train line air to the brake cylinder before the closing of'it's exhaust and for subsequently venting train line air to the brake cylinder after the closing of the exhaust and during service vor graduated 3. 1n a triple valve device for actuating railway brakes, the combination of a 'inain valve for controlling the admission and exhaust of air to and from the brake cylinder,

and a separate valve for preliminarily venting train line air to the brake cylinder before the closing of its exhaust and for subsequently venting train line air to the brake cylinder after the closing of the exhaust and during-a service or graduated action of the brakes7 saidA valves being slide valves and adapted to slide one upon the other.

4. In a triple valve device for actuating rail-Way brakes, the combinationof a main valve for controlling 'the admission and exhaust of air to and from the brake cylinder,

and having a port and passage communicating with a direct passage from the train line when in position to exhaust the brake cylinder, and a second valve cooperating with said main valve and normally closing said port but arranged to move to open the same in advance of the main valve to thereby admit train line air to the brake, cylinder while 'admit trainline lair to the'brake cylinder while its exhaust is open, said port and passage in the main'va'lve being restricted. in carrying capacity.

6. Ina triple valve' device for actuating railway brakes, the combination of a main valve for controlling the admission and eX- haust of air to and from the brake cylinder',

said valve being 'of' the slide typeand having ports throughit adapted to. communicate respectively Withthe train line and the brake cylinder, and a second slide valve' movablevalve and capable oi moving in on .the main valve for governing .ports the 'main valve and arranged to connect said two ,portsin its first movement before themam valve has moved in order to reduce the. .train line air by admitting it to the brake cylinder from where it is exhausted, the movement of the main valve for service stop bringing one of said two ports and said third port into communication with said train line and brake cylinder assages.

8. In` a triple va ve device for actuating railway brakes, the combination .of .a main valve for controlling the admission and exhaust of air to and from the brake cylinder, a separate valvev coperatingwith the main advance of the latter upon a train line reduction, and a direct passage from the train line to the auxiliary reservoir governed primarily by the second valve and secondarily by the main valve. A

9. In a triple valve device for actuating railway brakes, the combination of a main valve for controlling the admission and ex haust of air to and from the brake cylinder,

. a separate valve cooperating with the main rect passage valve and capable of moving in` advance of the latter upon a trainl line reduction, a difrom the train line to the auxiliary reservoir governed by said valves, and a s eciall passage from said valves to the bra e cylinders, said valves being arranged, during service action, to connect said passages forthc admission oi' train line air to the brake cylinder.

10,l In a triple valve device for actuating railway brakes, the combination of a main valve for controllin the admission and exhaust of air to and rom the brake cylinder, said valve being of the slide type and having three ports, two of which communicate respectively with passages to thc train line and to the brake cylinder during ruiming position and the third oi which is at that time bl'anked., and a second slidevalve having a port through it normally registering with the one of the two ports in the 4main valve that normally registers with thelpassage from the train line, and also having a recess adapted to connect with other two of said orts in the main valve. l

`11. In a triple valve device for actuating railway brakes, the combination ofA a main valve 4for admitting and releasing air pressure to and from the brake cylinder, a direct passage from the train line and through the main valve for feeding the auxiliary rcservoir, and means for disconnecting said passage irom its communication with the auxiliary reservoir and connecting it with brake cylinder.

the

12. In a triple valve devicei'or actuating railway brakes, an emergency valve for vent- 4ing train line air direct to the brake cylinder in emergency' applications of the brakes, a movable abutment for operating the emergency valve, in combination with adjustable means governing the auxiliary reservoir pressure for preventing movement oi' the reduction is made.

13. In a triple .valve ldevice lor actuating railway brakes, an emergency valve lor venting train line air direct to the brake cylinder in emergency ap lications ot' the brakes, a

abutment until a predetermined train. line i movable abutment for operating the emeri gency valve, in combination with a valve for controlling the pressure to one side of the abutment and arranged to prevent the passage of such pressure until ,a predetermined train line reduction is made.

14. In a triple valve device for actuating' railway brakes, an emergency valve for venting train line air .direct to the brake cylinder in emergency applications of the brakes, a movable abutment for operatingthe emergency valve, in combination with governing a passage from the auxiliary reservoir to the side .of .the abutment and adapted to prevent the passageoi auxiliary reservoir air therethrou h until .a predetermined train line reduction is maden 15. In a triple valve device for actuating railway brakes, an emergency valve 'tor venting train line air direct to the brake' cylinder, in emergency applications of the brakes, a movable abutment for operating the emergency valve, in combination with a check valve spring pressed to a predetermined degree and adapted to govern a passage from a valve lIO the auxiliary reservoir to one side of the abutment and prevent the passage of auxiliary reservoir air therethrough intil a predetermined train line reduction is made.

16.4 ln a triple valve device for actuating railway brakes, thc combination with a main valve for governing the admission and release ol' pressure to and from the brake cylinder, ol a retardng' device arranged in the brake release passage for rctnrding the release of the brakes on the front cars oi the train.

17.i In a triple v-alve device for actuating railway brakes the combination with a niain valve for governing the admission and release of pressure toand from the brake cyl1n der of a retarding device arranged in tlc bralie release passage for retin-ding the re- ....m. www

4train, said retarding device acting independently ol the niain valve.

18. In a triple valve device for actuating line and auxiliary vreservoir pressure, re-

railway brakes, the combination WitliL a niaiii valve lor governing tlie adnnssion and release elpressure to and troni tlie' brake cylinder, o'l rneans arranged in the brake release assaOe Jfor restricting said iassaoe when the v. C D train liiiepressure at such triple valve is considerably increased al'ter an application ol` the brakes'.

19. In a triple valve device for actuating railway brakes, the' combination with a main valve .for 'governing tlie admission and release ofpressure to and from the brake cylinder, of a stern controlled by air pressure and arranged 'in tlie brake release passage, said stein normally not interfering with tlie carrying'capacity ol' sucb. passage, but arranged to be moved by variations between train line and auxiliary reservoir pressures to restrict such carrying capacity ol' said passage.

20. In a triple valve kdevice tor actuating railway brakes, the combination with a inain .valve for governing tli'e admission and release of pressure to and trein tlie brake cylinder, ol' a stein controlled by air .pressure and arranged in the brake release passage, said stern normally not interfering Witli tlie carrying capacity ol" sucli passage, but arranged to be moved by variations between train line and auxiliary reservoir pressures to restrict such carrying capacity ol' said passage, said stem being arranged toperrnit a liinited aniount of pressure to pass when the passage is restricted thereby to its fullest extent.

21. In a' triple valve device for-actuating= railway brakes, tlie combination, With a rnain valve for governing the admissioi'i and release ot pressure to and troni the brake cylinder, of

a movable stern arranged in the brake reA lease passage and adapted to restrict the car- 1 rv. ing capacity-thereof, and a movable -abutnient exposed on its opposite sides to train spectively, and'adapted to control said stein.

22. In 'a triple valve device for actuating i railway brakes, tlie combination, with a nian'i 'valve for governing tlie admission and release of pressure to and l'roni tlie brake cylinder, ol' a niovable stern arranged in tlie brake release passage and adapt-ed to restrict tlie cai'- rying capacity tliereoi', and a movable abutment-exposed on its opposite sides to train line and auxiliary reservoir pressure, ree spectively, and adapted to control said steni, the latter having tlirougli it a p ort through Wliicli the air 'troni tli'e bra-lie cylinder niay pass vvlien the stein is in its position ol' great-v est restriction andotlierWise, closing said passagel '23. AIn a 'triple valve device l'or actuating 'railway'brakes, tlie coiiibii'iation, with a niaiii valve l or governing the admission and release of pressure to and i'roin tlie brakecylinder, ol'.Y a movable stem arranged in tlie brake release passage and adapted to restrict vthe carrying capacity thereof, and a inovable abutrnent exposed on its opposite sides to train line and auxiliary reservoir pressures, ifespectively, and-adapted to control said stein, said passage having a seat on which the end of said stein seats and said stein having a portvand passage tlircugli Wliicli tlie brake cylinder pressure niay pass, Wlien tlie stein is seated.

' Y l/IILLIAM I). A. MACFAltLANE.

' lYitnesses:

S. E. KIBBEN, Louis B. EnwiN.' 

